Retractable braking mechanism for power boats and ships



3,076,424 RETRACTABLE BRAKING MECHANISM FOR POWER BOATS AND SHIPS A. c, FAY

Feb. 5, 1963 3 Sheets-Sheet 1 I INVENTOR Filed Feb. 28, 1962 A. c. FAY I 3,076,424

RETRACTABLE BRAKING MECHANISM FOR POWER sons AND SHIPS Feb. 5, 1963 Filed Feb. 28, 1962 3 Sheets-Sheet 2 y H m M 0 W m Mm A An Feb. 5, 1963 A. c. FAY 3,076,424

RETRACTABLE BRAKING MECHANISM FOR POWER BOATS AND SHIPS Filed Feb. 28, 1962 5 Sheets-Sheet 3 A A4 /\/c. my

INVENTOR.

47 TOQA/EV This invention relates to powered boats and ships, such as inboard and outboard motor boats, and is particularly directed to a retractable braking mechanism for attachment to and retarding the movement of the boats when the power is shut off.

In recent years, the speed and the size of the power plants used for motor boats equipped with both inboard and outboard engines has been continuously increasing.

With the increasing speeds and size of the power plant, it has become increasingly difiicult to stop the boats after the power is shut oil, either for emergency stops to avoid striking other boats or floating objects, or to stop the boat after entering a slip, or while approaching a dock.

While braking mechanisms for boats of various types have been available, they have been relatively large, heavy, clumsy, generally costly to produce and diflicult to place into operation.

Where the braking portion of the braking mechanism remains in the water, while the boat is in operation, it tends to seriously slow down the boat, necessitate increased power, and renders it diiiicult to maneouver and operate the boat.

It is thus necessary to provide means for removing the braking mechanism from the water, when it is not in operation, and to rapidly move the braking mechanism into the water when braking of the boat is required.

Due to the impact of the water against the braking mechanism, and the consequent effect on the position and movement of the boat, when the braking mechanism is inserted into the water, it is necessary to exercise extreme care in moving the braking mechanism into the water and into the braking position.

A primary feature of the invention is that in the braking position, a maximum braking force is provided against the water, after the braking mechanism is moved into the water, and moved into the braking position.

Another feature is that when the braking mechanism is removed from the water, in its normal or free position, it is completely free of the water, and offers no obstruction whatever to the forward movement of the boat.

Another feature of the invention is that when the braking mechanism is moved into the water, it offers a minimum of braking effect against the boat, and therefore minimum retardation of boat movement.

Another feature of the apparatus is that after the braking mechanism is moved into the water, it is automatically rotated into the position of maximum oraling while offering minimum disturbance to the movement of the beat until the position of maximum braking is reached.

Another feature of the invention is that essentially the same type of apparatus is suitable for use with inboard and outboard boats, provision being made for clearing the propeller of the boat by the braking mechanism, after the braking mechanism is moved into the braking position.

A primary feature of the invention is that it is relatively simple to operate and control, and that when moved into the water, it offers very little braking eilect, the braking force being rapidly and automatically controlled after the braking members reach the water.

Another feature is that the braking mechanism is rapidly and automatically restored to its free and inopera tive position after the braking mechanism is released.

atet

ice

Another feature of the invention, is that the various parts of the apparatus are relatively simple to produce and assemble, and that essentially the same type of apparatus can be used for a wide range of sizes and types of boats, both inboard and outboard.

The accompanying drawings, illustrative of one embodiment of my invention, together with the description of its construction and the method of operation, mounting, control and utilization thereof, will serve to clarify objects and advantages of my invention.

In the drawings: 7

FIG. 1a is a front elevational view of the left-hand half of the braking mechanism attached to the stern panel of a boat, showing the braking mechanism, and the braking paddles proper in the retracted position, also showing the braking mechanism and the braking paddles moved into the braking position in dot-dash lines.

FIG. 1b is a front elevational View, similar to FIG. 1a of the right-hand portion of the braking mechanism, also showing the mechanism for controlling the braking mechanism, the braking members or paddles being shown moved into the braking position in dot-dash lines.

FIG. 2 is a side eievational view of the stern panel of the boat, with the braking mechanism attached thereto, showing the method of adjusting the angular position of the braking mechanism, relative to the stern panel of the boat, also shown the braking mechanism moved to the braking position, in dot-dash lines.

FIG. 3 is a cross-section through the spindle section of one of the brake paddles, showing the cross-sectional contour of the body of the paddle, the section being taken on the line 33, FIG. 2.

FIG. 4 is a cross-section through and partial plan view of the lower portion of the braking mechanism, showing the contour of a spring guide provided for supporting and guiding the brake paddles, while the braking paddles are being moved into the water, the spring guides hold ing the paddles in the free position, before they are rotated into the braking position, shown by dot-dash lines, in FIGS. 11:, 1b and 2.

FIG. 5 is a front elevational view of the spindle portion of one of the braking paddles, and the rotation control cam plate provided for rotating the individual braking paddle from the free position shown in FIGS. la and 1b to the braking position, shown by dot-dash lines, in FIGS. 1a and lb.

FIG. 6 is a cross-section through one of the paddle spindles, and the upper portion of the cam plate used to rotate it into the braking position, the braking paddle being shown in the free or non-braking position, the section being taken on the line 6-6, FIG. 5.

FIG. 7 is a cross-section similar to FIG. 6, through the spindle of one of the braking paddles, and the lower portion of the cam plate, showing the braking paddle after it is rotated into the braking position, the section being taken on the line 7-7, FIG. 5.

It will be understood that the following description of the construction and the method of adjustment, control and operation of the retractable braking mechanism for power boats and ships, is intended as explanatory of the invention and not restrictive thereof.

In the drawings, the same reference numerals designate the same parts throughout the various views, except where otherwise indicated.

One embodiment of the construction shown in FIGS. 1a, lb, and 2 is supported by the sloping panel 10 located at the stern of a boat.

The braking mechanism is supported by a pair of side columns 11, 12, which are located at opposite sides of the stern panel, the side columns supporting a frame 14, which supports the braking members or paddles and moves the braking members or paddles from the free position, shown in FIGS. la and lb to the braking position, shown by dot-dash lines in FIGS. la and lb.

The frame 14 consists of a pair of side members 15, 16, each of which is slidably supported by one of the side columns 11, 12, and a pair of substantially parallel cross-members 17, 18, the ends of which are fixedly attached to the side members, the cross-members extending entirely across the width of the frame.

The lower end of the frame side members 15, 16, which are shorter than the side columns 11, 12, may serve as stops to limit the downward movement of the frame 14 from the free position shown in FIGS. 1a and 1b to to the braking position, shown by dot-dash lines in FIGS. 1a and 1b.

A plurality of substantially parallel braking paddles 20, 20a, is supported by the frame cross-members, the braking paddles being located near the side members 15, 16 of the frame, and substantially parallel thereto, a clear area 21, between the central paddles being provided to clear the propeller shaft and the propeller, located at the center of the stern of the boat.

Each of the paddles 20, 20a consists of a substantially cylindrical spindle section 23, and a body section 26 of substantially oval cross-section, located at an integral with the bottom of the spindle section. The body section 26 of each paddle consists of a substantially circular segmental section 24, which is co-axial with the spindle section, and a tapered section integral with the circular segmental section, the tapered section having two surfaces 25, 25a, of arcuate contour on the outer surfaces thereof.

The circular segmental section of the spindle body has a flat machined on the outer end thereof, to clear the cam of the cam plate 35, while the paddle is moved downward from the free position, shown in FIGS. la and 1b, to the braking position, shown by dot-dash lines in FIGS. 1a and lb.

In place of the flat at one end of the body of the paddle, shown in FIGS. 3 and 4, the projecting length of the control pin 32 projecting beyond the circumference of the spindle 23, 23a may be increased, the distance between the vertical axis 23, 28a of the spindle, and the cam being correspondingly increased. This would allow the short end of the body of the paddle to be of substantially semi-circular form, the tapered surfaces 25, 25a of the body being tangent to the semi-circular end of the body 26, 26a of each paddle.

In one embodiment of the construction, shown in FIGS. la, lb, and 2, the spindles 23, 23a of the paddle members are supported by a pair of shouldered tubular bushings 27, 27a, each of the tubular bushings being supported by one of the frame cross-members, or by a separate bracket attached to each of the frame crossmembers, and substantially parallel thereto.

These tubular bushings 27, 27a, which rotatably support the paddles, enable the individual paddles 20, 20a to be rotated from the free position shown in FIGS. 1a and 1b to the braking position, shown in dot-dash lines, in FIGS. 1a and lb.

In the braking position shown in FIGS. 1a and lb, the bodies 26, 26a of the paddles present a wide braking surface, at each end of the braking mechanism, the wide braking surfaces being separated by relatively narrow gaps between adjacent paddles.

The axes 23, 28a of the spindles of the paddles, and the bodies 26, 26a thereof, are substantially parallel to one another, and substantially perpendicular to the crossmembers 17, 18 of the frame.

Each of the spindles 23, 23a of the paddles has a nut 30 threadably fitted thereto, adjacent the upper end thereof, a washer 31, or other separator being provided to separate each nut from the shoulder of the adjacent bushing 27, 27a to permit free rotation of the paddle members.

'Each of the spindle sections 23 of the paddles has a substantially cylindrical control pin 32 inserted therein and attached thereto, each control pin being angularly positioned relative to the longitudinal axis 33 of the body of each paddle. Each control pin may be pressed into one of the spindles, threadably fitted thereto, or otherwise fixedly attached to the spindle.

A long support plate 34 attached to the vertical columns supports a plurality of cam plates 35, 35a, each cam plate being axially aligned with the axis of one of the spindles 23 of the paddles.

Each cam plate has a raised cam surface 36, of arcuate contour integral therewith, the cross-sectional contour 37 of the cam surface, which is of substantially semi-circular form, being adapted to receive the projecting portion of the control pin 32 attached to each spindle 23, the cam surface being adapted to rotate the spindle 23 from the free paddle position shown in FIG. 6, with the axes of the bodies of the paddles substantially perpendicular to the faces of the frame cross-members, to the braking position, shown by dot-dash lines in FIGS. 1a and 1b, with the axes of the bodies of the paddles substantially parallel to the frame cross-members.

The vertical movement of the braking mechanism is controlled by a pair of angularly positioned levers 39, 39a, shown in FIGS. la and 1b, one end of each lever being pivotally supported by a pivot pin or screw 40, 40a, each pivot pin being supported by one of the vertical side columns 11, 12 supporting the frame 14.

The opposite end of each control lever 39, 39a has a parallel-faced elongated slot 41, 41a, therethrough, each slot being adapted to receive a control pin 42, 42a, which is attached to one of the frame cross-members 17, 18, adjacent one end thereof.

Another elongated slot 44, 44a, is located near the center of each control lever, the elongated slot being adapted to receive a pin 45, 45a, which is fitted to a yoke 54, 54a, the yoke being located at the upper end of a piston rod 47, 47a, which is reciprocally supported by a hydraulic or air cylinder 46, the control cylinder being adapted to move the piston rod 47, 47a from the free position shown in FIG. 1, to the braking position, shown by dot-dashlines in FIGS. 1a and 1b.

In moving the control pin attached to the spindle 23 of each paddle from the position shown in FIG. 6, to the braking position, shown in FIG. 7, the spindle 23 and the control pin 32 attached thereto are rotated through an angle of approximately in the construction shown in FIGS. 1a and 1b.

The control levers 39, 39a shown in FIGS. la and lb, are each controlled by a hydraulic cylinder 46, which is located near the center of each control lever 39, 39a, the axis of the cylinder being substantially parallel to the axes of the spindles 23, 23a of the paddles.

Each of the hydraulic cylinders has a piston (not shown) reciprocally fitted thereto, the piston being fixedly attached to the lower end of the piston rod 47, of the hydraulic cylinder.

The hydraulic cylinder 46 has an inlet tube 43, fixedly attached to one side thereof, and a corresponding tubular discharge 48, attached to the opposite end thereof. The inlet and discharge tubes 43, 48 have flexible tubes 49, 50, attached thereto, the opposite end of each of the flexible tubes being attached to a control valve, or other suitable control means and a hydraulic fluid storage means respectively, the control valve being operative to supply hydraulic fluid under pressure to the inlet tube 43 of the hydraulic cylinder, thereby forcing the piston and the piston rod 47 attached thereto downward from the free position shown in FIGS. 1a and lb to the braking position shown by dot-dash lines in FIGS. la and lb.

The discharge tube 48 connected to the hydraulic cylinder 46 allows the hydraulic fluid discharged from the control cylinder when the piston and piston rod 47 are moved upward to the free position by the compression springs 51, the hydraulic fluid being discharged through the discharge tube 48 to a storage tank, or other suitable hydraulic fluid storage means.

In order to restore the frame 14 of the braking mechanism from the braking position shown by dot-dash lines in FIGS. la and 1b to the free position shown therein, a pair of compression springs 51, is provided, the compression springs being supported within side columns 11, 12 to elevate the cross-members 17, 18 and the frame attached thereto, from the braking position shown by dotdash lines in FIGS. 1a and lb, to the free position shown in FIGS. 1a and 1!). Each compression spring is supported within one of the side columns 11, 12.

Each compression spring 51 is mounted between a substantially horizontal plate 52 attached to the lower end of the side column 11, 12, adjacent the lower end of the braking mechanism, and a bracket 53 attached to each end of the lower cross-member. Each bracket 53 is located adjacent the top of one of the compression springs 51, the brackets 53 being adapted to elevate the frame cross-members 17, 18 and the side members 15, 16 attached thereto from the lower or braking position shown in dot-dash lines in FIGS. 1a and lb to the free position shown in F163. la and lb, the springs 51 simultaneously elevating the piston rod 47, 47a from the lower or dotdash position, to the upper or free position shown in FIGS. la and 1b.

The bottom surface of each of the brackets 53 is substantially horizontal, this surface being aligned with the upper surface of the corresponding compression spring 51.

The yoke 54 which is attached to the upper end of the piston rod 4-7, @711, includes a base 55, which is attached to the upper end of the piston rod, a front panel 5d, and a rear panel 57 integral with the base, the front and rear panels each having an opening therethrough, to receive the control pin 45 which is fitted through the central elongated slot through the control lever 39, 39a, to connect the piston rod 47, 47a to the control lever.

Where space is limited between the yoke 54 and the lower cross-member lb of the frame 14, the front panel 56 of the yoke may be eliminated, the pin 45 being supported by the rear panel 57 of the yoke, and the control lever 39, 39a.

In order to retain each paddle 2h, Zita in the free position, shown in FIGS. 1a and 1b, a spring guide 59 is provided for each of the paddles, as shown in FIGS. 2 and 4. Each spring guide is formed in two sections, a left-hand arm so and a right-hand arm 61, as shown in FIG. 4. Each section of the spring guide includes a flange 62, 63, which is substantially perpendicular to the body 64 of the spring arm of the guide, the flange 62, as being attached to the plate 7d, the ends of which are attached to the vertical side columns 11, 12 of the braking mechanism. Each of the spring arms 60, d1 of the spring guide has a lip 65, 66, of arcuate contour integral therewith, the lips being adapted to engage the outer or narrow edge of the arcuate faces of the body 26 of each paddle in the manner shown in FIG. 4, to guide the paddle toward the vertical braking position shown in dot-dash lines, in FIGS. la and lb, before the paddle is rotated into the braking position shown by dot-dash lines in FIGS. 1a and 1b, by

I one of the cam plates 35, 351:, shown in FIGS. la and lb.

The side columns 11, 12 and the frame supported thereby, which support the braking mechanism, are angularly positioned relative to the stern panel 10 of the boat to bring the side columns into a substantially vertical position, as shown in P16. 2.

The upper end of the side columns 11, 12 is attached to the stern panel iii of the boat by a plurality of bolts 68, studs, or other suitable attaching means, a spacer or washer 69, having a sloping face at one side thereof, adjacent the stern panel 1d of the boat, being provided between the outer surface of the stern panel, and the inner surface of each side column, to take up the angular displacement of the vertical side columns 11, 12 relative to the stern panel it of the boat.

An adjustment is provided at the lower end of the side columns l1, 12 to permit the side columns to be moved into the vertical position, regardless of the angular posi- 6 tion of the face of the stern panel 19 of the boat, relative to the vertical plane.

A substantially cylindrical stud '71, is inserted through the lower end of each side column 11, 12 and the stern panel it) of the boat.

A nut 72 is threadably fitted to each end of each of the studs '71, to control the spacing between the stern panel 1d of the boat, and the corresponding side column 11, 12, supporting the frame of the braking mechanism, at the point at which the stud 71 is inserted.

A pair of adjustment nuts 73, 73a is threadably fitted to each stud '71, adjacent the outer surface of the stern panel ll) of the boat, and the inner face of each side column 11, 12, to provide an adjustment between the angular position of the stern panel it? and the substantially vertical side columns 11, 12.

A pair of lock nuts 75, 75a is threadably fitted to each stud 71, each lock nut abutting one of the adjustment nuts to retain the stud at the adjusted stud length established by the adiustment nuts, thereby establishing the adjusted angular position of the vertical columns ll, 12, of the frame relative to the outer face of the stern panel.

Essentially the same type of braking mechanism may be used for boats equipped with outboard engines or inboard engines, the only difference being the location and spacing of the braking paddles 20, 29a and the clear area between the groups of paddles, shown in FIGS. la and lb.

Where the braking mechanism is used in conjunction with a two-engined boat, in which the propellers are located at the sides of the boat, the braking paddles 2i Zita may be located at the center of the stern panel Ill of the boat, the clear areas being located at both sides of the paddles, to clear the two propellers.

The cross-sectional contour of the individual braking paddles may be varied to suit the requirements of a particular installation.

Thus, the body of each paddle may be of tapered oval cross-sectional contour, as shown in FIGS. la, lb and 3, with the vertical axis 28 of the spindle 23 located at one side of the body of the paddle, or the spindle 23 may be located at substantially the center of the paddle, the ends of the body of the paddle being substantially equidistant from the axis of the spindle.

The spindles 23, 23a of the paddles may be supported by bushings 27, 27a supported by the frame cross-members 17, 13 as shown in FIG. 1a, or a separate bracket or brackets, attached to the frame cross-members may be substituted, the brackets projecting beyond the forward face of the cross-members, the bushings 27, 2.7a being supported by the bracket, or brackets.

The control cylinders shown in FIGS. la and 1b, may be hydraulic cylinders, as, 46a, as shown in F163. la and lb, or compressed air controlled cylinders may be substituted therefor, the location and method of operation of the control cylinders being substantially the same as those shown in FIGS. 1a and lb, and hereinbefore described.

The length of the control levers 39', 39a shown in FIGS. la and lb would vary with the width across the paddles controlled thereby, the location of the piston rod, relative to the pivot position of each control lever 39, 39a, being determined by the ratio between the stroke of the piston rod, and the maximum vertical movement of the paddles 2o, 2%(1 from the free position shown in FIGS. 1a and 1b to the braking position shown by dotdash lines in FIGS. 1a and lb.

The control pin 32 attached to each spindle may be located in the angular position shown in FIG. 6, and the spindle rotated through a angle to the position shown in FIG. 7, or the free position of the control pin may be located at any other suitable angular position relative to the plane of the frame cross-members, the contour of the control cam plate being so constructed as to rotate the spindle and the control pin 32 attached thereto through a ore,

90 angle relative to a plane through the vertical axis of the spindle.

The detailed construction of the cam plates 35, 35a, and the cams integral therewith, may be varied to suit the requirements of the location of the control pin at the start and finish of the stroke and the cross-sectional contour of each control pin. Thus the portion of the control pin projecting beyond the circumferential outer surface of the spindle may be cylindrical, as shown in FIGS. 6 and 7, or the projecting portion of the control pin may be of tapered frusto-conical form, with a rounded tip, the cross sectional contour of the cam surfaces being varied to receive and control the tapered and rounded projecting portion of the pin, the total angular movement of the spindle and the pin attached thereto being limited to approximately 90, in the construction shown in FIGS. la and 1b.

The compression springs 51 provided to elevate the cross-members 17, 18 and the frame 14 from the braking position shown in FIGS. 1a and 1b, may be varied in size, form and contour, depending upon the weight of the frame 14, and paddles, and the distance through which the frame is moved from the braking position shown by dot-dash lines in FIGS. 1a and 1b to the free position shown in FIGS. la and 1b.

Thus the diameter of each spring would be controlled by the space available within each of the side columns 11, 12, and the load imposed on the compression springs 51, by the Weight of the frame 14, and the paddles, and the distance through which the frame is moved in FIGS. la and 11), from the free position to the braking position shown by dot-dash lines in FIGS. la and lb.

In large installations, where, the frame and the braking paddles 20, a supported thereby, are relatively heavy, multiple concentric compression springs may be provided to replace the individual compression springs 51, shown in FIGS. 1a and 1b, to provide greater spring forces to elevate the frame from the braking position shown by dot-dash lines to the free position shown in FIGS. 1a and 1b.

The angular relation between the axes of the spindles 23, 23a of the paddles 20, Ztla and the stern panel of the boat, would depend upon the normal angular position of the stern panel relative to the nominally vertical axes of the spindles.

The means provided for adjusting the angular position of the frame 14 supporting the spindles 20, 20a and the stern panel of the boat, would be controlled by the normal angular relation between the stern panel and the vertical axis of the frame and the paddles supported thereby. The stud construction and the adjustment shown in FIG. 2 would be varied depending upon the normal spacing between the stern panel and the frame, in its normal position, and the extent of the adjustment required between the vertical position of the frame and the spindles 26, 20a of the paddles, and the stern panel 1! of the boat.

It will be apparent to those skilled in the art that my present invention is not limited to the specific details described above and shown in the drawings, and that various modifications are possible in carrying out the features of the invention and the operation, actuation, and method of adjustment, control and utilization thereof, without departing from the spirit and scope of the appended claims.

What I claim is:

l. A braking mechanism for attachment to a boat having a stern panel, comprising a pair of side columns attached to the stern panel of the boat, a frame mechanism slidably supported by the side columns, a plurality of braking members rotatably supported by the frame mechanism, the braking members being substantially parallel to one another, means operative to move the frame mechanism and the braking members supported thereby, from the non-braking position out of the water to a position in which a portion of the braking members is inserted in the water, and means operative to rotate the individual braking members from the non-braking position to the braking position relative to the water.

2. A braking mechanism for attachment to a boat having a stern panel, comprising a pair of side columns attached to the stern panel of the boat, the side columns being angularly positioned relative to the plane of the stern panel of the boat, a frame mechanism slidably supported by the side columns, a plurality of braking members rotatably supported by the frame mechanism, the individual braking members being substantially parallel to one another, means operative to retain the frame mechanism in the non-braking position with the braking members entirely out of the water, means operative to move the frame mechanism and the braking members supported thereby into a position in which a portion of the braking members enters the water, in the non-braking position, and means operative to rotate the individual braking members from the non-braking position to the braking position relative to the water.

3. A braking mechanism, as in claim 2, in which the frame mechanism includes a plurality of cross-members, the cross-members being substantially perpendicular to the side columns.

4. A braking mechanism, as in claim 2, in which each of the braking members includes a substantially cylindrical section rotatably supported by the cross-members of the frame mechanism, and a braking section integral with the cylindrical section, the braking section being of substantially oval cross-sectional contour, the longitudinal axis of the braking section of each of the braking members bein aligned with a plane through the axis of the cylindrical section.

5. A braking mechanism, as in claim 2, in which the frame mechanism includes a pair of side members, said side members being substantially parallel to the side columns, a plurality of cross-members fixedly attached to the side members, and substantially perpendicular thereto.

6. A braking mechanism, as in claim 2, in which the frame mechanism includes a pair of side members, said side members being substantially parallel to the side columns, a plurality of cross-members fixedly attached to the side members, and substantially perpendicular thereto, and means attached to each of the frame cross-members operative to rotatably support the braking members, the means operative to move the braking members into the water, in the non-braking position, including a pair of control levers located near the ends of the frame cross-members, one end of each of said control levers being pivotally attached to one of the side columns, the end of each of said control levers opposite the end attached to the side column being pivotally attached to one of the frame crossmembers, and means pivotally attached to each of the control levers, intermediate the ends thereof, operative to control the movement of each of said control levers, and the frame mechanism attached thereto.

7. A braking mechanism for attachment to a boat having a stern panel, comprising a pair of side columns attached to the stern panel of the boat, the side columns being angularly positioned relative to the plane of the stern panel of the boat, a frame mechanism slidably supported by the side columns, a plurality of braking paddles rotatably supported by the frame mechanism, the individual braking paddles being normally substantially parallel to one another, means operative to normally retain the frame mechanism and the braking paddles supported thereby in the non-braking position, with the braking paddles out of the water, means operative to move the frame mechanism and the braking paddles supported thereby into a position in which a portion of the braking paddles dips into the water, in the non-braking position, and means operative to rotate the individual braking paddles from the non-braking position to the braking position relative to the water.

8. A braking mechanism, as in claim 7, in which a pottion of each of the braking paddles is of substantially cylindrical form, the braking portion of each of the braking paddles being of relatively thin oval cross-section, the axis through the braking portion of each of the braking paddles being aligned in one plane with the axis of the cylindrical portion thereof, the frame mechanism including a plurality of substantially parallel crossmembers.

9. A braking mechanism, as in claim 7, in which a portion of each of the braking paddles is of substantially cylindrical form, the braking portion of each of the braking paddles being of relatively thin oval cross-sectional contour, the longitudinal axis through the braking portion of each of the braking paddles being aligned in one plane with the axis through the cylindrical portion thereof, the frame mechanism including a pair of side members, a plurality of cross-members fixedly attached to the frame side members, the cross-members being substantially perpendicular to the frame side members, each of the frame cross-members having means attached thereto operative to rotatably support the cylindrical portion of each of the braking paddles, means attached to the cylindrical portion of each of the braking paddles operative to control the rotation of the individual braking paddle from the nonbraking position to the braking position, and means supported by a member attached to the side columns operative to engage the control means attached to each of the braking paddles.

10. A braking mechanism, as in claim 7, in which a portion of each of the braking paddles is of substantially cylindrical form, the braking portion of each of the braking paddles being of relatively thin oval cross-sectional contour, the longitudinal axis through the braking portion of each of the braking paddles being aligned in one plane with the axis through the cylindrical portion thereof, the frame mechanism including a pair of side members, said side members being substantially parallel to the side columns, a plurality of cross-members fixedly attached to the side members, and substantially perpendicular thereto, the means operative to move the braking paddle-s into the water in the non-braking position including a pair of control levers located near the ends of the frame crossmembers, each of the control levers being nominally angularly positioned relative to the frame cross-members, means pivotally attaching one end of each of the control levers to one of the side columns, means pivotally attaching the end of each of the control levers, opposite the end attached to one of the side columns, to one of the frame cross-members, a central control cylinder mounted intermediate the ends of each of the control levers, the longitudinal axis of each of said control cylinders being substantially parallel to the frame side members, a piston rod reciprocatively fitted to each of the control cylinders, means pivotally attaching the free end of each of the piston rods to one of the control levers, at a point intermediate the ends thereof, said cylinders and the piston rods fitted thereto being operative to control the movement of each of the control levers, and the frame cross-members attached thereto.

11. A braking mechanism, as in claim 7, in which a portion of each of the braking paddles is of substantially cylindrical form, the braking portion of each of the braking paddles being of relatively thin oval cross-section, the longitudinal axis through the braking portion of each of the braking paddles being aligned in one plane with the axis through the cylindrical portion thereof, the frame mechanism including a pair of side members, said side members being substantially parallel to the side columns, a plurality of cross-members fixedly attached to the side members and substantially perpendicular thereto, the means operative to move the braking paddles ang the frame members, by which they are supported, from'fhe braking position, with a portion of each of the braking paddles immersed in the water, to the position in which the braking portion of the braking paddles is free of the water, being a pair of coiled compression springs, the axis of each of the compression springs being substantially parallel to one of the side columns, each of the compression springs being fitted to one of the side columns, one end of each of the compression springs being supported by the bottom of the corresponding side column, means attached to one of the frame cross-members, and the adjacent frame side member operative to engage the end of the adjacent compression spring opposite the end supported by the side column, to transmit the force of the compression spring to the frame mechanism and elevate the frame mechanism and the braking paddles supported thereby.

12. A braking mechanism for attachment to a boat, as in claim 7, in which theside columns are attached to the stern panel of the boat by an attaching mechanism, the attaching mechanism including means attaching one end of each of the side columns to the stern panel of the boat, a cylindrical member fitted to the end of each side column opposite the end attached to the side column, and adjustable spacing means threadably fitted to each of the cylindrical members between the stern panel and one of the side columns, said adjustable spacing means being adapted to adjust the spacing between the adjacent side column and the stern panel, thereby to vary the angle between each side column and the stern panel of the boat.

13. A braking mechanism for attachment to a boat, as in claim 7, in which a portion of each of the braking paddles is of a substantially cylindrical form, the braking portion of each of the braking paddles being of relatively thin oval cross-section, the longitudinal axis through the braking portion of each of the braking paddles being aligned in one plane with the axis of the cylindrical portion thereof, the frame mechanism including a pair of side members, a plurality of cross-members fixedly attached to the frame side members, the cross-members being substantially perpendicular to the frame side members, the longitudinal axes of the braking portions of the braking paddles being located in planes substantially perpendicular to the face of the frame cross-members when the paddles are in the non-braking position, the longitudinal axes through the braking portion of the braking paddles being located in a plane substantially parallel to the face of the frame crossmcmbers, when the braking paddles are rotated into the braking position, a relatively longitudinal member fixedly attached to the side columns connecting the side columns at both ends of the braking mechanism, and spring means attached to the longitudinal member operative to engage the faces of the oval braking portion of each of the braking paddles, while the braking portions of the braking paddles are in the non-braking position, to retain the braking paddles in a position in which the longitudinal axes of the braking portions of the braking paddles are substantially perpendicular to the frame cross-members.

14. A braking mechanism for attachment to a boat having a stern panel, comprising a pair of side columns, means attaching the side columns to the stern panel of the boat, the side columns being angularly positioned re ative to the plane of the stern panel of the boat, a frame mechanism slidably supported by the side columns, a plurality of braking paddles rotatably supported by the frame mechanism, the axes of rotation of the individual braking paddles being normally substantially parallel to one another, means operative to normally retain the frame mechanism and the braking paddles supported thereby in the nonbralring position, with the braking paddles entirely out of the water, means operative to move the frame mechanism and the braking paddles supported thereby into a position in which a portion of the braking paddles dip into the water, in the non-braking position, and means operative to rotate the individual braking paddles from the non-braking position to the braking position relative to the water.

15. A braking mechanism, as in claim 14, in which a portion of each of the braking paddles is of substantially cylindrical form, the braking portion of each of the braking paddles being of relatively thin oval cross-sectional 11 contour, the longitudinal axis through the braking portion of each of the braking paddles being aligned in one plane with the axis through the cylindrical portion thereof, the frame mechanism including a pair of side members, the side columns, a plurality of cross-members fixedly attached to the frame side members, the cross-members being substantially perpendicular to the frame side members, a pin fixedly attached to the cylindrical portion of each of the braking paddles, said pin being angularly positioned relative to the longitudinal axis through the braking portion of the braking paddle, a support member fixedly attached to the side columns and extending therebetween, and a plurality of cam members supported by the support member,

12 each of the cam members being axially aligned with the axis through the cylindrical portion of one of the braking paddles, each of the cam members having cam means formed thereon operative to engage the pin attached to the adjacent braking paddle to rotate the braking paddles from the non-braking attitude with the longitudinal axes of the braking portions of the braking paddles substantially perpendicular to the face of the frame cross-members, to the braking attitude with the longitudinal axes through the braking portions of the braking paddles, sub stantially parallel to the face of the frame cross-members.

No references cited. 

1. A BRAKING MECHANISM FOR ATTACHMENT TO A BOAT HAVING A STERN PANEL, COMPRISING A PAIR OF SIDE COLUMNS ATTACHED TO THE STERN PANEL OF THE BOAT, A FRAME MECHANISM SLIDABLY SUPPORTED BY THE SIDE COLUMNS, A PLURALITY OF BRAKING MEMBERS ROTATABLY SUPPORTED BY THE FRAME MECHANISM, THE BRAKING MEMBERS BEING SUBSTANTIALLY PARALLEL TO ONE ANOTHER, MEANS OPERATIVE TO MOVE THE FRAME MECHANISM AND THE BRAKING MEMBERS SUPPORTED THEREBY, FROM THE NON-BRAKING POSITION OUT OF THE WATER TO A POSITION 